Automobile spring equalizer and shock aesorbke



July 24, l23- 1,462,638

w. J. HACKETT ET Al.

AUTOMOBILE SPRING EQUKLIZER AND SHOCK ABSORBER Filed Oct. 1922,

' M/aeaqa. Maw/0A2 7 life/k6):

' .To'allwlwmitmay was July 24, 1923.

" UNITED srs'rss PATENT 0F 1,462,638 Hes.

wrnnras: mm, or auto, .asn man s. hint, or mam, nlvana.

I a'u'roxoms arms sauauzsa am: sxocx assonsn.

muse... lied October s, 1m. sum 10/508,889.

concern:

an and Fam'T. ABBAY, citizens of the United .States, and residents, resfectively, of Reno, county of W'ashoe, an Hasen, county of Churchill, ofthe State of Nevad have invented a new and useful Au- Equalizer and Shock Ahthe following is a specification. v I a This invention relates to-a new and useful automobile spring equalizer and shock larl for vehicles whic are self-propelled, suc as automobile trucks and pleasure cars.

7 It is ap licable generally to that type of car em means eaf sprin extending rearwardly fromthe front ax e and forward] from the rear axle, and moreparticular y .to that t emplo at the front and rear of tbrcar, semiiptical or cantilever springs secured to or pivoted-onthe front and rear axles.

In these t in all nonstrudtions that are in of which .we are aware, the ends of thf springs are connected to the fined It is the object-of this invention to utilize.

the atthe, front and rear in conof; which all shock. absorption by sp ,at either end of the car is con- Es capacity of the springat that both a ri to absorb the shock at either end, inc the riding ualitin of the- .car and e ecting other a van. tageous results as stated below. The object is accomplished by connecting the rear end of the front spring and the front end of the rear spring in suchmanner as tosuspend the chamis, communicate positively and without substantial lost motion the vertical movement of one spring relative to the chauis inan egposite direction to. the other,'and rmite proper setting of the rings. is is the essence or principle of invention.

: This application is a continuation in our ap lication, Ser. No. 525,042

ber- 7,1921. a The invention may be embodied. in various forma,some-of which 'are"hereinafter desc'ribed and'shown inthe accomp nyi g? drawings for purposes of. a clear "explanation' of the 'principle involved,obut it is to be understood that this principle is capable absorber and is desiined more particu ying as a part of its suspension the parts [when the front of embodiment in other forms not shown. Be it' known'that we, WILLIAM J. Hacx- The means employed in the best forms in which 'we contem late applying the principle requires but little change in. ex car constructions of the type referred to ve mledother forms in williich it may be emie mre aterc anges.

bodiment and some of the alternative forms,

, reference being made to theaccompanying drawings and letters of reference thereon to makethe description clear.

I the drawings:

,ig. 1 is a side elevation of the preferred f0?!) of the invention. ig. 2 illustrates the position occupied by wheel strikes an elevation in the madwa of the arrow.

Fig. 5, is a side elevation of a modified now describe the preferredwm- Fig. 3' s adetailed view showi a pre .ferred' co nection of 'the equalizer and 1 spring.

construction employed at the rear of the car.

Fig. 6 is a side elevation of still another formernployed atthe rear of the car.

Fig. 7 is a side elevation boilrimergt oftlh: invenltion. f wig. I is a' ttom pan view 0 s rmgs and equalizer bar showing a modified form of the equaliser bar. dqlf ig. 9 is T'side elefvationb illlustrating a 1 erentapp ication o a sta iiz' r hereinaf 1 fully described. mgsp 'Refer 'ng first to the preferred form of embodinient shown in Fi 1, '2, 3, the frime or chassis 1 of t thereto '1: the front and rear ends by suitable F32 and 8 the outer ends of the semi su in the usual manner intermediate th f e r ifig on the axles 6 and An ualizer bar 8 is pivotally su ported 'interm iate its ends by any suitable beeri as indicated at 9,'of the antifriction desired, on a bracket or casting 10 connected in any appropriate way to the chalis. This bracket may be of any arts arranged at right angles, one of so parts resting against the outer face of the ordinary ankle" ecarhaspivoted' typei of another emptical springs 4 and 5 which are form but as shown a it consists of a metallic member comprising lie U-s'haped channel" bar of the chassis frame, the other the channel bar, being secured thereto by suitable" boltsf1 1 and having two depending flanges 12' between which the equalizer baris pivoted, whereby ,the equalizer, ,bar .is positioned beneath the; chassis ban; The equalizer bar is preferably snugly fitted between the flanges 12 in order to prevent any substantial side play. ;'The' particular means described for pivoting. the equalizer bar, however, is not essential and may be changed accordance with the relative positions in the'art.

and proportions of the parts of the (Xinstruction with which; the equalizer bar cooperates. The opposite'ends of the equalizer bar are pivotally connected with the adjacent ends.v of the springs, as indicated at 13 and 14 in such manner 'thatthe vertical motion ofthe springrelative to the chassis at one end will be communicated positively to the opposite J spring vwithout substantial ,lostmotion whereby one spring automatically and im, .responds to the action of the 1* n the embodiment shown in Figs.-

mediate lg. other. l to 4 it IS necessary that there shall-be lost motian at the pivotal connections lii-fll'ldl 14 v in a longitudinal directionto permit the, necessary action of the springs but that there shall be substantially no relativevertical motion ofthe parts at thejointst This-may be.accomplished' in various ways, but as shown in Fig. 1, and in detail in Fig.3, the ends of the equalizer bar are provided with bifurcations15 (see Fig.8) which receive and preferably. snugly fit the adjacent ends of the springs, thebifurcations having registering slots 16 within which fit blocks 17 preferably of hardened steel, connected in any suitable way to the ends of the springs. The blocks fit closely in the slots in order" that. the motion of one spring-maybe com immigrated positively to the opposite spring an to prevent noise or rattling. The length of the slot is such as to permitthe necessary motion of the blocks therein incident to fiexure of the springs andflto}. provide. for. slight variations in the dimensions of. the' cars or springs to which the ;invention is to tical springs, the slots might be located. in

the s ring andthe blocks be. mounted in the I tion and about midway between ,the front. but the relation of the parts pact depends upon the distribution of the weight of the car and will be varied we e xl s, in this res as will be readily understoodlby those skilled The ute- 0f also ualizerbar relative to the 'chassis' and t e shape of the equalizerhar 'is dependent upon the type of end of the spring, and the -pin-and-slotconnection is between the chassis and rear end illustrate in F 'str'u'ction shown in Fig. 1 wherein the front 'endaof the. rearspring is pivoted by a bolt to the end of the equalizer bar, as indicated at 20, the rear end ofthe frame 1 is modified in form, and a slot 21 is provided at the end thereof which receives a slidin block pivotrally connected to'the end of t espring,,the' the Same as that shown in Fig. 3.- This ar-' pin-and-slot construction. being substantially rangement is avreversal-of that shown in Fig. 1, in" that the'direct pivotal connection is between the "equalizer barand the .front of. the spring.

.FgB-sho'ws another modification similar i I to. that shown in Fig. 5,: wherein there isa direct pivotal "connection between the "front end of the rear .spring and the equalizer-bar and a lost motion connectionbetween, the

rear end of the spring and-the chassis consisting ofthe usual shackles sis-indicated In the forms of..embodiment above described in singlebar substantiall centrally pivoted to the, chassis is employe In Fig.

, '1 an embodiment is'shown which, while-not I considered as simple and probably not asef-j ficient as the forms above described, nevertheless embodies in a usualfw-ay the principle of the invention. In this form-the outer ends. of the front and-rear semi-elliptical springs tand 5 are directlypivotedto the ends of thechassis. Supported by the chas? sis and depending therefrom adjacent theinnerends of the springs 4 21111115 are brackets. 23 and 24' to which are pivoted bell crank levers eachwhaving-s hort arms, one arm 25, in each case,iextendingtoward and .being pivoted .to, theadjacent end of a be appl'ied. If it, were, desirable to modify... the ordinary construction of the semi-elli spring. .Theother'arm 26,v ofeach bell-" crank, extends downwardly, and these downwardly extendingarms are conneetedby-a rod .27. Th pivotal connections of the bellnary. bolt-a'nd-eyety e, butthe'connections of the arms 25. with't e adjacent ends of the. 2 semi-elliptical springsare of a. t pewhich 2 permits of a slightlongitudinal sidingxhotion to permitsettingof the/springs but H without substantial vertical play in the joint,

as in the. constructions above. described,xand i pin-and-slottype as shown, they are of the The embodiments of our invention described above and illustrated in'Figs. 1 to 5 provide an operative device, but in' order to give better support and more stability to the chassis and car body it is desirable to use a spring or springsinterposed between some part which moves with or under the action of the springs 4 and 5 and the chassis.

One spring alone may be employed in which case we have found it best to place I it between the difieren-tial housing and a cross member of the 'chassi as indicated in Fig. 9. But we have found it best to employ four "spr' interposed between the ends of the equalizer bar and chassis. These springs are pieferably of the coiled type and preferably th tension and compression springs, secured positively to the chassis and equalizer bar or other movin part, whereby,

when the parts move beyon normal in one direction they are put under tension and 3 are compressed in case of movement beyond normal in the opposite direction. These s rings are designated by the numeral 19 in igs. 1, 2. and 6 and by the numeral 28 in Fig. 9. The embodiments of the invention the car. In this case, however,

. front spring and prevents the front wheel'- from dropping quickly, in consequence of tion takes place at both shown in Figs. 1 to 5 arev operativewithout such a spring, but in the embodimentsshown in Fig. 6 a spring or springs or their 'equivalent is essential.

'- Operation: The action ofthe construction depicted in Fig. 1 when an elevation in the roadway is encountered, is shown in Fig. 2

' which shows the front Wheel in contact with.

an elevation in the roadway. In such event the front wheel is thrust upwardly, flattening thespring and consequently putting it under compression, simultaneously forcing it bodily upwardly. The u ward motion is at once communicated to t e front. end .of the rear spri forcingitdownwardly and putting it un er stress- Under these circumstances the chassis moves very slightly,-

if any, the shock being taken up by the two spri m mob il a bod zontal position at all times. i The action of the springs arising from the wheels meeting a depression in the road is substantiall the reversewith the same effect on the body of when the is temporarily refront wheel, for'e'xarnple,

the car body, the

lieved from the weight of tension ofthe front spring tends to force the wheel into the depression. As soon as this motion begins the same is transmitted immediately to the rear spring through the equalizer bar-which restrains the action of the which shoc are greatl lessened; this acrent and rear. The operation of the other forms is the I The advantages flowin from this inven' tion are many, among w 'ch the following appear to be the most important: The riding qualities of the car are improved to aframe is greatly springs, no torque consequence of which the auto v y maintains a substantially hori-- -ner end 0 chassis to the LB remarkable extent ;--brealrage ofaprings and in of the y and doors is greatly minimi zed. A ve important'a'dvanta results from the app ication of that em imentof our invention shown in Fig. 1 to a'ca-r of the lessened; racking and warp Hotchkis's type which includes probably over I seven -five r-eent of car constructions. the otchkiss type the only connection between the rear axles'and body'are the rear other types. It 1s, therefore, the sprin in the Hotchkiss type, care of t e torque action resu starting and stopping and to transmit the motion of the axle'to the'chassia and body.

to take rod b ing used 18 l'y for.

ting from In such a'construction, should one of the rear 1 springs break on the road, it is practically put out of commission, whereas,- with our equipment, there still remains aconnection between axle and chassis suficient to drive the car,- whether the breakage occurs in the front or rear portionof the rear spring.

While we have described the best form in which we now contemplate embodying our invention, and some alternative forms, it is to be understood that the invention may be modified in ways other than those do scribed, and our claim, appended hereto, are intended to cover all forms within theprinci is above set forth.

. at we claim is:

1. In a device of the character described,

in combination, front and-rear axles of an automobile, a chassis, a spring suspension therefor including leaf springs extendingrearwardly from the front axle and forwardl from the rear axle, means an porte on the chassis intermediate the front and rear axles and having connection with the rear-end of the front spring and front end of the rear spring and adapted to persubstantiallfy all vertical motion of'the in- 3. Iii-"a in combination, front and rear axles of an n a device of the character described,

either spring relative to theother in anopposite direction; device of the character described,

iaa

'mit the necessary flexing of the springs and exin of 1 I -'the"springs and positively to'communicate automobile, le af springs supported thereby,

a chassis, a PIVOtal. connection between the izing means, pivotal connections-between the- :in. combination,

-thesprings forwardpend of the front spring the chassis, equalizing mea-ns pivotally supported onthe chassis intermediate the front substantially horizontal and rear axles, a lost motion pivotal connection betwelenthe rear end of the front spring and the equal-- means ,pivotally supported on, the chassis intermediate the front and rear axles and. having substantially horizontal lost motion pivotal connection with the adjacent inner ends of the springs, whereby the vertical motion of either-spring relative to the chassis is positively communicated in an opposite direction to the other. 1

5; In a device of the character described, in combination, front and rear axles of an automobile, leaf springs supported thereby pivotal connections between the springs and chassis at the front and rear, equalizing means pivotally supported on the chassis intermediate the front and rear axles and having pin-and-slot connections with the" adjacent inner ends of the springs.

6. In a device in combination, automobile, leaf springs si'ipportcd thereby, a chassis, a PlVOtiLlwCOllllLCllQll between. the

of the character described,

forward end of-the front spring and-chassis,

I, equalizer bar and spring permltting limited longitudinal play.

anequ'lizer bar pivotallysupported on the chassis intermediate the a substantially horizontal lost ,motion'pivotal connection between the front end of the the rear end of thefront of the connected parts without substantial.

relative vertical motion, pivotal connections betweenthe rear end of the rear'spring and chassis and the front end of the rear spring and ,the equalizer bar, the latter connection having the characteristic that it permits substantially no veitical. play in the joint, and one of the said two last mentioned connectionshaving a lost motion permitting flexure, of the spring. a ,1

7. In a device of, the character described, in combination, front and rear axles of an automobile, leaf springs supported thereby,

a chassis, a pivotalconnection between the forward end of the front spring and chassis,

one of the two last mentioned" automobile, leaf of the equalizer front and rearaxles of an front andrear axles,

an equalizer bar pivotally supported on the chassis intermediate the front and. rear axles, a pivotal connection between the front end of the equalizer bar and the rear end of the front spring permitting limited longitudinal play of the connected parts without substantial relative vertical motion, pivotal connections between the rear end of the rear spring'and chassis and the forward end of the equalizer bar, the

the rear spring and latter connection having the characteristic that it permits substantially no vertical play two last .mentioned connections having lost motion permitting a relative longitudinal motion of 8 in the joint, and one of the said the connected parts without substantial relative vertical motion.

8, In a device of the character described, in combination, front and rear axles of an a chassis, a pivotal connection between the forward end of the front spring and chassis, an equalizer bar pivotally supported on the chassis intermediate the front and rear axles a pivotal connection between the front en bar and the rear end of the front spring permitting limited longitudinal play of the connected parts without substantial relative vertical motion, pivotal connections between the rear end of the rear spring 96 and chassis and the front end of the rear spring and the equalizer bar, the latter con-' nection havin the characteristic that it permits substantially no vertical play in the joint, and one of said two last mentioned 1 connections co1";1p"-s 5 g a pin-and-slot.

'9. in a devic of the character described, in combination, front and rear axles of an automobile, leaf springs supported thereby,

a chassis, a pivotal connection between the 195 forward end of the front spring and chassis, an equalizer bar pivotally supported on the chassis intermediate the front and rear axles, a pivotal connection befiveen the front end of the equalizer front sprin permitting limited longitudinal play of-the connected parts without substantial relative vertical motion, pivotal connections between the rear endof the rear spring and chassis and the front end of the rear spring-and theegualizer bar, the latter con nection having the characteristic that it permits substantially no" vertical play in the joint, and one of the said last two mentioned connections having a lost motion permitting fiexure of the spring,vand spring means interposed between the chassis and a part which moves with and under the action of the. leaf springs. i

10. In a deviceofjhe character described, 2

incombination, front and rear axles of an automobile, leaf springs supported thereby,

a chassis, a pivotal connection between the forwardend of the front spring 'and chassis,

springs supported. thereby,

bar-and the rear end of the an equalizer bar pivotally supported on the 7 chassisintrmediate the front and rear axles,

a pivotal connection between. the front end of the ualizer bar and the rear end of the fronts "ring permitting limited longitudinal pla oP the connected parts without substanti relative vertical motion, pivotal connections between the rear end of the rear spring and 'chamis and the front end of the rear spring and the equalizer bar, the latter con nection having the characteristic that it per.-

' mits substantially no vertical play in the joint, and one of the said last two mentioned connections having a lost motion permitting flexure' of thebetween the en chassis. v

11; In a device of the character described,

ring and springs interposed s of the equalizer bar and the in combination, front and rear axles of auto flexure of the spring, and coil sprin posed between the o and the chassis.-

mobile, leaf springs supported .thereby, a chassis, a pivotal connectionbetween the forward endof the front'spring and, chassis, an equalizer bar I chassis interm iate the frontand rear axles.

ivotally supported: on the a pivotal connection between the'front end of the equalizer bar and the rear end of the front spring permitting limited longitudinal play of the connected parts without substantial-relative vertical'motion, pivotal connections between the ,rear end of the rear spring and chassis and the front end of the rear spring and the equalizer bar, the latter-connection having the characteristic that .it permits substantially no vertical play in I the joint, and one of the said last two mentioned connections having a lost motion permitting interends, of. the equalizer bar 12. In a device of the characterdescribed, in ,co bination, front and rear axles'ofgan autorgbbile, leaf I springs supported thereby, a chassis, direct pivotal connection between the fro t. and rear parts of the chassis and.

the spri gs, an equalizer bar (pivotally supported by the chassis inte tme iate the front and res axles, and pivotal connections be tween t e ends of the equalizer bar and the adjacen ends ofthe spri igs having provi- Sion forilost motion permitting longitudinal playbe ween the connected parts but preventing, substantial vertical play thereof,

whereby the vertical motion of one spring relative to the chassls 1s 'rommunicated directly and positively in an oppositedirection to the adjacent end of the other spring.

13. In a device of the character described, in combination, front and rear axles of'an automobile, leaf springs supported thereby, a chassis, direct pivotal connections between the .front and rear parts of the chassis and the springs an equalizer bar ivotally sup ported by the chassis interme iate the front and rear axles, and pivotal connections between the ends of the equalizer bar and the adjacent ends of the springs having provi sion for lost motion permitting longitudinal play between the connected parts butpreventing substantial vertical play thereof,

whereby the vertical motion of one spring is 15. As an accessoryfor automobiles pro- .vided with front and, rear leaf springs sup-' porting the oi'dinr-ry chassis, bar adaptfeij to intermediat an equalizer be pivotally connected at an point to an intermediate point of the chassis and of a length and with suitable provisions atits opposite ends, adapting it to be directly pivota-lly, connected to the adjacent ends of tliesprings with a lost motion between the connected parts in a longitudinal direction but without vertical motion thereof. a i

16. As an accesso for automobiles provided with front an rear leafsprings supporting the ordinarychassis, an equalizer bar having slots at opposite ends and adapted ,to be pivotally connected at an intermediate point to an intermediate point of the chassis, such equalizer bar being of a length such thatwhen placed in position the slots may receive pivot bolts connected to the adjacent ends of the springs.

I 17. As an accessory for automobiles provided with front and rear leaf springs supporting the ordinary chassis, an equalizer bar having slots at opposite ends and adapted to be pivotally connected at an intermediate point to an intermediate point of the chassis, such equalizer bar being of a length such that when placed in position the slots may receive pivot bolts connected to the-adjacentends of the springs, and a bracket pivotally connected to an intermediate part of the ins equalizer bar and adapted for attachment an automobile, chassis.

Si ned at Sparks, in the county of Washoe egg gtate of Nevada, this 14th day of Sept, 1 2.

WILLIAM J. HACKETT.

FRED T. ABBAY.

Witness: v

R Simian, 

